Method and device for maintaining hand power of driver, vehicle and storage medium

Abstract

The invention provides a method and device for maintaining hand power of a driver, a vehicle and a storage medium. According to the method, by means of an electromagnetic relay on a first steering column, a torsion spring wound on a second steering column and a metal disc on the torsion spring which are included in the steer-by-wire system, when a steering column motor breaks down, it is ensured that an electromagnet in the electromagnetic relay is attracted to the metal disc by enabling the electromagnetic relay to be in a power-on state. Thus, when a driver rotates the steering wheel, the first steering column and the electromagnetic relay can rotate along with rotation of the steering wheel, then the attracted metal disc is driven to rotate, and the torsion spring is further driven to rotate. The torsion spring generates rotating force so that hand force feedback can be provided for a driver to simulate the hand feeling. Therefore, according to the method, the hand feeling of the driver can be simulated after the steering column motor breaks down, and the driver is assisted to safely drive the vehicle.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and more specifically, to a method, a device, a vehicle and a storage medium for maintaining a driver's hand strength in the field of vehicle technology. Background Art

[0002] With the rapid improvement of vehicle intelligence, the vehicle steering system has evolved from a traditional steering system to a wire-controlled steering system. Compared with the traditional steering system, the wire-controlled steering system does not have a mechanical structure of an intermediate shaft, but is composed of a steering wheel module, a steering execution module, and a wire-controlled steering controller. The steering wheel module converts the driver's steering intention into a digital signal and transmits it to the wire-controlled steering controller; the steering execution module receives the command of the wire-controlled steering controller and controls the rotation of the wheel through the steering power motor to realize the driver's steering intention.

[0003] In the related art, the steering column motor in the steering wheel module simulates the driver's hand feeling and provides feedback torque. However, when the steering column motor fails, the steering column motor cannot provide resistance to the driver, and the driver will lose the hand feeling when turning the steering wheel. This will further cause the driver to be unable to accurately judge the wheel position and road conditions, and unable to adjust the driving strategy in time, thus causing unexpected dangers.

[0004] Therefore, there is an urgent need for a method for maintaining the driver's hand strength so as to simulate the driver's hand feel after a steering column motor failure, so as to assist the driver in driving the vehicle safely. Summary of the invention

[0005] The present application provides a method, device, vehicle and storage medium for maintaining the driver's hand strength. The method can simulate the driver's hand feel after a steering column motor fails to assist the driver in driving the vehicle safely.

[0006] In a first aspect, a method for maintaining a driver's hand force is provided, the method being applied to a vehicle with a wire-controlled steering system, the wire-controlled steering system comprising a steering wheel, a first steering column connected to the steering wheel, a steering column motor and an electromagnetic relay on the first steering column, a second steering column fixed to an inner wall of a housing of the steering column, and a torsion spring wound on the second steering column, the torsion spring being used to connect a metal disk, the electromagnet in the electromagnetic relay being separated from the metal disk when the electromagnetic relay is not powered on, the method comprising: in the event of a failure of the steering column motor, controlling the electromagnetic relay to be in a powered-on state, the electromagnet being attracted to the metal disk when the electromagnetic relay is powered on; receiving a rotation command of the steering wheel, the first steering column rotating with the rotation of the steering wheel, so as to drive the electromagnetic relay and the attracted metal disk to rotate, and drive the torsion spring to rotate, so that the torsion spring generates a rotational force to provide hand force feedback.

[0007] In the above technical solution, the method uses the electromagnetic relay on the first steering column, the torsion spring wound on the second steering column, and the metal disk on the torsion spring included in the wire control steering system. When the steering column motor fails, the electromagnetic relay is powered on to ensure that the electromagnet in the electromagnetic relay is attracted to the metal disk. In this way, when the driver turns the steering wheel, the first steering column and the electromagnetic relay can rotate with the rotation of the steering wheel, thereby driving the attracted metal disk to rotate, and further driving the torsion spring to rotate. When the torsion spring generates a rotational force, it can provide the driver with hand force feedback to simulate the hand feel. Therefore, the method can simulate the driver's hand feel after the steering column motor fails, and can avoid the problem of loss of hand feel after the steering column motor fails. Therefore, the method can assist the driver to drive the vehicle safely.

[0008] In combination with the first aspect, in certain possible implementations, when the steering column motor fails, the electromagnetic relay is controlled to be in an energized state, including: when the steering column motor fails, detecting the rotation angle of the steering wheel; when the rotation angle is a preset angle, controlling the electromagnetic relay to be in an energized state.

[0009] In the above technical solution, when the steering wheel turns back to the preset angle, the various components of the wire control steering system are relatively in a balanced state, and the control electromagnetic relay is energized at this time, which will not cause sudden and unpredictable impacts on the ongoing steering operation, such as accidentally hitting the vehicle or obstacle next to it when starting the vehicle in the parking lot. In addition, when the steering wheel turns back to the preset angle, that is, when the vehicle is driving in a straight line, energizing the electromagnetic relay can recalibrate the process of simulating hand feel, ensuring that components such as the torsion spring provide hand force feedback according to the normal reference state.

[0010] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, controlling the electromagnetic relay to be in an energized state includes: determining a user characteristic of a current driver in the vehicle, wherein the user characteristic is related to the tactile requirement of the current driver when operating the steering wheel; determining an operating current of the electromagnetic relay based on the user characteristic; and controlling the electromagnetic relay to be in an energized state according to the operating current.

[0011] In the above technical solution, the method determines the user characteristics of the current driver, and based on the user characteristics, determines the working current used to control the electromagnetic relay to be in an energized state. In this way, the wire-controlled steering controller can adaptively adjust the working current of the electromagnetic relay in different driving trips (one driver corresponds to one driving trip) based on the user characteristics, and provide the current driver with hand force feedback that meets the hand feel requirements. Therefore, this method can not only meet the hand feel requirements through electromagnetic relays, metal discs, torsion springs, etc., to avoid the current driver losing the hand feel when turning the steering wheel and causing unexpected dangers, but also meet the hand feel requirements of different drivers and enhance the driving experience of different drivers.

[0012] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the user characteristics include gender and / or body size grade, and based on the user characteristics, the working current of the electromagnetic relay is determined, including: based on the gender and a first correspondence, determining the first working current, and determining the first working current as the working current, the first correspondence is used to indicate the correspondence between the sample gender of the driver and the first sample working current of the electromagnetic relay; or, based on the body size grade and the second correspondence, determining the second working current, and determining the second working current as the working current, the second correspondence is used to indicate the correspondence between the sample body size grade of the driver and the second sample working current of the electromagnetic relay; or, based on a first weight and a second weight, performing weighted summation on the first working current and the second working current to obtain the working current, the first weight is used to indicate the contribution of the first working current when determining the working current, and the second weight is used to indicate the contribution of the second working current when determining the working current, and the first weight and the second weight are related to the vehicle type of the vehicle.

[0013] In the above technical solution, the method provides three ways to determine the working current of the electromagnetic relay through user characteristics, and the first way and the second way respectively adopt gender and body size grade to determine the working current. This can avoid the phenomenon that the wire steering controller cannot determine the gender or body size grade, and thus cannot determine the working current. In addition, the first corresponding relationship and the second corresponding relationship are predetermined. When the current driver operates the steering wheel and thus has a need for hand feel, the wire steering controller in the method can directly determine the working current quickly through the first corresponding relationship or the second corresponding relationship. The above working current is determined by the first corresponding relationship or the second corresponding relationship based on multiple tests by matching, so the working current is more accurate. Furthermore, if the wire steering controller can simultaneously obtain the gender and body size grade of the current driver, the method can perform weighted summation of the first working current and the second working current through the first weight and the second weight to obtain the working current. By comprehensively considering the gender and body size grade of the current driver, it is possible to avoid determining inaccurate working currents only through a single influencing factor. Therefore, the third way of determining the working current by gender and body size grade in the method can determine a more accurate working current.

[0014] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the method for determining the first weight and the second weight includes: determining the vehicle type of the vehicle; when the vehicle type is a preset type, determining the first weight based on the response speed of the vehicle in terms of handling performance, the preset type is used to indicate that the vehicle type focuses on the driving handling performance of the vehicle; and determining the difference between the first preset value and the first weight as the second weight.

[0015] In the above technical solution, for a preset type of vehicle, it pays more attention to the driver's experience of the precision of the handling performance. The differences in reaction speed and operating habits between female and male drivers have a greater impact on the handling of the preset type of vehicle. Therefore, the influencing factor of gender accounts for a larger proportion in the demand for the feel of precise control, that is, the first weight is greater than the second weight. Therefore, the method can accurately determine the first weight based on the response speed of the preset type of vehicle in terms of handling performance, and then determine the second weight.

[0016] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the torsion spring is a torsion spring with variable stiffness, and the electromagnetic relay is controlled to be in an energized state, including: when the current driver in the vehicle is different from the historical driver of the previous trip, based on the user characteristics of the current driver, determining the target stiffness to which the torsion spring should be adjusted; adjusting the current stiffness of the torsion spring to the target stiffness, and controlling the electromagnetic relay to be in an energized state.

[0017] In the above technical solution, the method determines the target stiffness of the torsion spring based on the user characteristics of the current driver. In this way, the wire-controlled steering controller can adaptively adjust the current stiffness of the torsion spring in different driving ranges (one driver corresponds to one driving range) based on the user characteristics, and provide the current driver with hand force feedback that meets the hand feeling requirements when the current driver turns the steering wheel. Therefore, this method can not only meet the hand feeling requirements through electromagnetic relays, metal plates and torsion springs, and avoid unexpected dangers caused by the loss of hand feeling when the current driver turns the steering wheel, but also meet the hand feeling requirements of different drivers and enhance the driving experience of different drivers.

[0018] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the method for determining that the steering column motor has a fault includes: determining whether the steering wheel and the steering column motor are in a target fault state, the target fault state being used to indicate that the rotation angle of the steering wheel is greater than a preset angle and the output torque of the steering column motor is a preset torque; determining that the steering column motor has a fault when the steering wheel and the steering column motor are in the target fault state; or determining that the steering column motor has a fault when the steering wheel and the steering column motor are in the target fault state and the duration of being in the target fault state is greater than a preset duration.

[0019] In the above technical solution, when the steering wheel and the steering column motor are instantaneously in the target fault state (the steering wheel has a large rotation angle, but the output torque of the steering column motor is very small), the method determines that the steering column motor has failed. This can detect the failure of the steering column motor in a timely manner and provide hand force feedback to the driver by controlling the electromagnetic relay to be in an energized state. This can avoid unnecessary driving risks that may be caused when the driver does not have a hand feel after turning the steering wheel. When the steering wheel and the steering column motor are in the target fault state for a long time, the method determines that the steering column motor has failed, rather than because the steering column motor cannot rotate and fails because of the temporary presence of foreign matter inside the steering column motor. This can improve the accuracy of judging whether the steering column motor has failed.

[0020] In a second aspect, a device for maintaining a driver's hand force is provided, the device being installed in a wire-controlled steering system in a vehicle, the wire-controlled steering system comprising a steering wheel and a steering column motor on a first steering column connected to the steering wheel, the device comprising:

[0021] The first steering column, an electromagnetic relay on the first steering column, a housing of the steering column, a second steering column fixed to an inner wall of the housing of the steering column, a torsion spring wound on the second steering column, and a metal disk connected to the torsion spring, wherein the electromagnet in the electromagnetic relay is separated from the metal disk when the electromagnetic relay is not powered on;

[0022] The electromagnetic relay is used for:

[0023] In the event of a failure of the steering column motor, the metal disk is attracted by the electromagnet in a powered state;

[0024] When receiving a rotation command from the steering wheel, the steering wheel and the first steering column rotate together to drive the attracted metal disk to rotate, and drive the torsion spring to rotate, so that the torsion spring generates a rotational force to provide hand force feedback.

[0025] In a third aspect, a vehicle is provided, comprising a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, so that the vehicle executes the method in the first aspect or any possible implementation of the first aspect.

[0026] In a fourth aspect, a computer-readable storage medium is provided, which stores an executable program code. When the executable program code runs on a computer, the computer executes the method in the above-mentioned first aspect or any possible implementation of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 is an architecture diagram of a wire-controlled steering system provided in an embodiment of the present application;

[0028] Figure 2 is a schematic flow chart of a method for maintaining a driver's hand strength provided by an embodiment of the present application;

[0029] Figure 3 is a schematic structural diagram of a device for maintaining the hand strength of a driver provided in an embodiment of the present application;

[0030] Figure 4 is a schematic structural diagram of another device for maintaining the hand strength of a driver provided in an embodiment of the present application;

[0031] Figure 5 is a structural schematic diagram of a vehicle provided in an embodiment of the present application;

[0032] Figure 6 It is a schematic diagram of the structure of another vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0033] The technical solution in the present application will be described clearly and in detail below in conjunction with the accompanying drawings. In the description of the embodiments of the present application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, "multiple" means two or more than two.

[0034] In the following, the terms "first" and "second" are used for descriptive purposes only and are not to be understood as suggesting or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0035] Figure 1 This is an architectural diagram of a wire-controlled steering system provided in an embodiment of the present application.

[0036] For example, Figure 1 As shown, Figure 1 The wire-controlled steering system shown includes a steering wheel module, a steering execution module and a wire-controlled steering controller. Among them, the steering wheel module includes a steering wheel, a steering column and a steering column motor on the steering column. The steering execution module includes a steering power motor, a gear and a rack. When the driver turns the steering wheel, the steering column motor provides a certain resistance, so that the driver can feel a hand feeling similar to real driving. At the same time, the steering column transmits the driver's steering torque to the wire-controlled steering controller through the vehicle controller area network (Controller Area Network, CAN) line. The wire-controlled steering controller determines the front wheel angle based on the steering torque, and transmits the control signal corresponding to the front wheel angle to the steering power motor through the CAN line. The steering power motor rotates with a suitable torque based on the control signal, thereby driving the gear to rotate. The gear is directly meshed with the rack, which can convert the torque of the steering power motor into the thrust of the rack to help the wheel steer, thereby realizing the driver's steering intention.

[0037] Typically, as a vehicle is used more, components inside the vehicle will fail. Figure 1 When the steering column motor fails, it cannot provide resistance to the driver, and the driver will lose the feel when turning the steering wheel. This will further cause the driver to be unable to accurately judge the wheel position and road conditions, and unable to adjust the driving strategy in time, thus causing unexpected dangers.

[0038] In order to solve the above problems, the present application provides a method for maintaining the driver's hand strength, so as to simulate the driver's hand feeling after the steering column motor fails, so as to assist the driver to drive the vehicle safely. The specific implementation steps can be found in Figure 2 .

[0039] Figure 2 It is a schematic flowchart of a method for maintaining a driver's hand strength provided in an embodiment of the present application.

[0040] It should be understood that the method for maintaining the driver's hand strength provided in the embodiment of the present application can be applied to Figure 1 A vehicle with a steer-by-wire system as shown. In some embodiments, the steer-by-wire system includes a steering wheel, a first steering column connected to the steering wheel, a steering column motor and an electromagnetic relay on the first steering column, a second steering column fixed to the inner wall of the outer shell of the steering column, and a torsion spring wound on the second steering column, the torsion spring is used to connect a metal disk, and the electromagnet in the electromagnetic relay is separated from the metal disk when the electromagnetic relay is not powered. Specifically, the method for maintaining the driver's hand force can be applied to the steer-by-wire controller in the vehicle.

[0041] It should also be understood that the "first steering column" and "second steering column" in the above scheme refer to dividing the original steering column into two parts, the upper part of the steering column is the first steering column, and the lower part of the steering column is the second steering column. One end of the first steering column is connected to the steering wheel, and the other end of the first steering column is connected to the electromagnetic relay. A torsion spring is wound around one end of the second steering column, and the torsion spring is connected to a metal disk. The other end of the second steering column is fixed to the inner wall of the outer shell of the steering column. When the electromagnetic relay is in an unpowered state, the electromagnet in the electromagnetic relay is separated from the metal disk. When the electromagnetic relay is in an energized state, the electromagnet in the electromagnetic relay is attracted to the metal disk. That is to say, when the electromagnetic relay is in an unpowered state, the electromagnetic relay is a certain distance away from the metal disk, and when the electromagnetic relay is in an energized state, the distance between the electromagnetic relay and the metal disk is 0.

[0042] It should also be understood that the "steering column motor" in the above scheme refers to a motor used to simulate the hand feel in a wire-controlled steering system so that the driver can feel appropriate resistance and feedback when operating the steering wheel.

[0043] It should also be understood that the "electromagnetic relay" in the above scheme is an electronic control device that works on the electromagnetic principle and can be regarded as an "automatic switch". The electromagnetic relay contains an electromagnet, which is used to generate a magnetic field when the electromagnetic relay is powered on, thereby attracting the metal disk below.

[0044] In some embodiments, the metal disk includes any one of a steel disk, an iron disk, a cobalt disk, a nickel disk, and alloy disks thereof.

[0045] It should be understood that the "torsion spring" in the above solution is a coil spring, one end of which is wound (fixed) on the second steering column and the other end is connected to a metal disk. When the metal disk is attracted by the electromagnet and the steering wheel is turned, the metal disk will rotate with the center of the spring (steering column). In this process, the torsion spring can generate a rotational force to hinder the steering wheel from turning, providing hand force feedback to the driver.

[0046] For example, Figure 2 As shown, the method 200 includes:

[0047] Step 201, when the steering column motor fails, the wire steering controller controls the electromagnetic relay to be in an energized state, and when the electromagnetic relay is energized, the electromagnet is attracted to the metal disk.

[0048] It should be understood that the "steering column motor failure" in the above step 201 is used to indicate that the steering column motor cannot simulate the hand feel and cannot provide appropriate resistance and feedback when the driver operates the steering wheel. The failure of the steering column motor includes line failure and mechanical failure.

[0049] In some embodiments, the circuit fault is that the power supply circuit of the steering column motor is disconnected due to wear.

[0050] In some embodiments, the mechanical fault is that a foreign object is stuck between a rotor and a stator inside the steering column motor, thereby preventing the steering column motor from rotating normally.

[0051] It should be understood that the "electromagnetic relay is in the power-on state" in the above step 201 means that current is allowed to pass through the electromagnetic relay. There is an electromagnet in the electromagnetic relay, and the electromagnet is composed of a coil and an iron core. After the electromagnetic relay is powered on, the current in the coil can generate a magnetic field. After the iron core is magnetized by the magnetic field, the strength of the magnetic field can be enhanced. Under the action of the strong magnetic field, the metal disk is attracted, thereby achieving the attraction between the electromagnet and the metal disk.

[0052] The process of determining "steering column motor failure" is described in detail as follows.

[0053] In one possible implementation, the method for determining that the steering column motor has failed in step 201 includes: a steering-by-wire controller determines whether the steering wheel and the steering column motor are in a target fault state, the target fault state being used to indicate that a rotation angle of the steering wheel is greater than a preset angle and an output torque of the steering column motor is a preset torque; when the steering wheel and the steering column motor are in the target fault state, the steering-by-wire controller determines that the steering column motor has failed; or, when the steering wheel and the steering column motor are in the target fault state and a duration in the target fault state is greater than a preset duration, the steering-by-wire controller determines that the steering column motor has failed.

[0054] It should be understood that in the above solution, under normal circumstances, when the driver turns the steering wheel (the steering wheel rotation angle is greater than 0°), the output torque of the steering column motor is greater than 0 N·m to simulate the driver's hand feeling. Therefore, the preset angle is 0° and the preset torque is 0 N·m.

[0055] In the above technical solution, when the steering wheel and the steering column motor are instantaneously in the target fault state (the steering wheel has a large rotation angle, but the output torque of the steering column motor is 0N·m), the method determines that the steering column motor has failed. This can detect the failure of the steering column motor in a timely manner and provide hand force feedback to the driver by controlling the electromagnetic relay to be in an energized state. This can avoid unnecessary driving risks that may be caused when the driver turns the steering wheel and there is no hand feel. When the steering wheel and the steering column motor are in the target fault state for a long time, the method determines that the steering column motor has failed, rather than because the steering column motor cannot rotate and fails because of the temporary presence of foreign matter inside the steering column motor. This can improve the accuracy of judging whether the steering column motor has failed.

[0056] In some embodiments, the preset duration is 3s.

[0057] The control timing of “controlling the electromagnetic relay to be in an energized state” is described in detail as follows.

[0058] In one possible implementation, in step 201, when the steering column motor fails, the wire-controlled steering controller controls the electromagnetic relay to be powered on, including: when the steering column motor fails, the wire-controlled steering controller detects the rotation angle of the steering wheel; when the rotation angle is a preset angle, the wire-controlled steering controller controls the electromagnetic relay to be powered on.

[0059] It should be understood that the "preset angle" in the above solution is 0°.

[0060] In the above technical solution, when the steering wheel turns back to 0°, the various components of the wire control steering system are relatively in a balanced state, and the control electromagnetic relay is energized at this time, which will not cause sudden and unpredictable effects on the ongoing steering operation, such as accidentally hitting the vehicle or obstacle next to it when starting the vehicle in the parking lot. In addition, when the steering wheel turns back to 0°, that is, when the vehicle is driving in a straight line, energizing the electromagnetic relay can recalibrate the process of simulating hand feel, ensuring that components such as torsion springs provide hand force feedback according to the normal reference state.

[0061] The process of "controlling the electromagnetic relay to be in an energized state" is described in detail below by changing the working current of the electromagnetic relay.

[0062] In one possible implementation, the wire-controlled steering controller in step 201 controls the electromagnetic relay to be in an energized state, including: the wire-controlled steering controller determines a user characteristic of a current driver in the vehicle, wherein the user characteristic is related to the tactile requirement of the current driver when operating the steering wheel; the wire-controlled steering controller determines an operating current of the electromagnetic relay based on the user characteristic; and the wire-controlled steering controller controls the electromagnetic relay to be in an energized state according to the operating current.

[0063] It should be understood that the "user characteristics" in the above solution refer to the personal attribute characteristics of the current driver, and the user characteristics include physiological characteristics and morphological characteristics. The physiological characteristics include the gender and age of the current driver. The morphological characteristics include body type and skin color.

[0064] It should also be understood that the "user characteristics are related to the current driver's need for a feel when operating the steering wheel" in the above solution means that drivers with different user characteristics have different need for a feel when operating the steering wheel. In some embodiments, male drivers have greater need for a feel when operating the steering wheel than female drivers; young drivers have greater need for a feel when operating the steering wheel than elderly drivers; drivers with a higher body type have greater need for a feel when operating the steering wheel than drivers with a lower body type, and drivers with a higher body type have greater strength than drivers with a lower body type.

[0065] It should also be understood that the "working current of the electromagnetic relay" in the above scheme will affect the magnetic field strength of the electromagnet, and thus affect the degree of attraction of the electromagnet to the metal disk. When the working current is small, the magnetic field strength of the electromagnet is weak, and the degree of attraction of the electromagnet to the metal block is relatively weak; when the working current is large, the magnetic field strength of the electromagnet is strong, and the degree of attraction of the electromagnet to the metal block is relatively strong. During the turning of the steering wheel, the degree of attraction of the electromagnet to the metal disk will affect the deformation of the torsion spring, thereby affecting the hand force feedback provided to the driver.

[0066] In the above technical solution, the method determines the user characteristics of the current driver, and based on the user characteristics, determines the working current used to control the electromagnetic relay to be in an energized state. In this way, the wire-controlled steering controller can adaptively adjust the working current of the electromagnetic relay in different driving trips (one driver corresponds to one driving trip) based on the user characteristics, and provide the current driver with hand force feedback that meets the hand feel requirements. Therefore, this method can not only meet the hand feel requirements through electromagnetic relays, metal discs, torsion springs, etc., to avoid the current driver losing the hand feel when turning the steering wheel and causing unexpected dangers, but also meet the hand feel requirements of different drivers and enhance the driving experience of different drivers.

[0067] In one possible implementation, the user characteristics include gender and / or body type grade, and the wire-controlled steering controller determines the working current of the electromagnetic relay based on the user characteristics, including: the wire-controlled steering controller determines a first working current based on the gender and a first corresponding relationship, and determines the first working current as the working current, and the first corresponding relationship is used to indicate the corresponding relationship between the driver's sample gender and the first sample working current of the electromagnetic relay; or, the wire-controlled steering controller determines a second working current based on the body type grade and a second corresponding relationship, and determines the second working current as the working current, and the second corresponding relationship is used to indicate the corresponding relationship between the driver's sample body type grade and the second sample working current of the electromagnetic relay; or, the wire-controlled steering controller performs weighted summation of the first working current and the second working current based on a first weight and a second weight to obtain the working current, the first weight is used to indicate the contribution of the first working current when determining the working current, and the second weight is used to indicate the contribution of the second working current when determining the working current, and the first weight and the second weight are related to the vehicle type of the vehicle.

[0068] It should be understood that the "first corresponding relationship" in the above scheme is obtained in advance through multiple tests. For female drivers, in each of the multiple tests, the electromagnetic relay is controlled to be in an energized state with the corresponding first test working current, and the driver's hand force is provided by the torsion spring when multiple female drivers turn the steering wheel, and each test is scored by the multiple female drivers. At least one first candidate test with a score greater than the first preset score is determined from the multiple tests, and the average value of the corresponding first test working current in at least one first candidate test is determined as the first sample working current corresponding to the female (sample gender). Among them, the variable in the multiple tests is the first test working current. Similarly, the first sample working current corresponding to the male (sample gender) is determined in the same manner as above, and then the first corresponding relationship is determined.

[0069] It should also be understood that the "second corresponding relationship" in the above scheme is obtained in advance through multiple tests. For multiple drivers of the first body type level, in each of the multiple tests, the electromagnetic relay is controlled to be in an energized state with the corresponding second test working current, and the driver's hand force is provided by the torsion spring when the multiple drivers turn the steering wheel, and each test is scored by the multiple drivers. The second candidate test with the largest total score is determined from the multiple tests, and the corresponding second test working current in the second candidate test is determined as the second sample working current corresponding to the first body type level (sample body type level). Among them, the variable in the multiple tests is the second test working current. Similarly, the second sample working current corresponding to other sample body type levels is determined in the same manner as above, and then the second corresponding relationship is determined.

[0070] It should also be understood that the sum of the “first weight” and the “second weight” in the above solution is a first preset value, and the first preset value is 1.

[0071] It should also be understood that in addition to determining the working current of the electromagnetic relay by gender and / or body type, the working current of the electromagnetic relay can also be determined by age. Specifically, when the age of the current driver is within a preset age range, a larger working current is determined; when the age is not within the preset age range, a smaller working current is determined, and the preset age range is used to indicate that the current driver is a young adult. In some embodiments, the preset age range is [20, 45] years old.

[0072] In the above technical solution, the method provides three ways to determine the working current of the electromagnetic relay through user characteristics, and the first way and the second way respectively adopt gender and body size grade to determine the working current. This can avoid the phenomenon that the wire steering controller cannot determine the gender or body size grade, and thus cannot determine the working current. In addition, the first corresponding relationship and the second corresponding relationship are predetermined. When the current driver operates the steering wheel and thus has a need for hand feel, the wire steering controller in the method can directly determine the working current quickly through the first corresponding relationship or the second corresponding relationship. The above working current is determined by the first corresponding relationship or the second corresponding relationship based on multiple tests by matching, so the working current is more accurate. Furthermore, if the wire steering controller can simultaneously obtain the gender and body size grade of the current driver, the method can perform weighted summation of the first working current and the second working current through the first weight and the second weight to obtain the working current. By comprehensively considering the gender and body size grade of the current driver, it is possible to avoid determining inaccurate working currents only through a single influencing factor. Therefore, the third way of determining the working current by gender and body size grade in the method can determine a more accurate working current.

[0073] The method for determining the “first weight and the second weight” is described in detail as follows.

[0074] The first method: Determined by vehicle type

[0075] In one possible implementation, the method for determining the first weight and the second weight includes: the wire-controlled steering controller determines the vehicle type of the vehicle; when the vehicle type is a preset type, the wire-controlled steering controller determines the first weight based on the response speed of the vehicle in terms of handling performance, and the preset type is used to indicate that the vehicle type focuses on driving handling performance; the wire-controlled steering controller determines the difference between the first preset value and the first weight as the second weight.

[0076] It should be understood that the "preset type" in the above solution specifically refers to a vehicle type with high driving control performance. In some embodiments, the preset type includes a sports car type, a racing car type, and a sports car type. In addition, the "first preset value" in the above solution is 1.

[0077] It should also be understood that the "handling performance" in the above scheme refers to the degree of difference between the results achieved by the driver through operating the steering (wheel), brake (brake pedal), accelerator (accelerator pedal) and various technologies and configurations of the vehicle during driving and the expected goals. The handling performance includes the vehicle's steering stability, directivity and tracking. Among them, steering stability refers to the ability of the vehicle to drive stably in the direction given by the driver. Directivity refers to the ability of the wheels to follow when the driver turns the steering wheel. Tracking refers to the ability of the rear wheels to follow the turning angle of the front wheels and to make turns during the vehicle's steering process.

[0078] It should also be understood that the "response speed of handling performance" in the above solution is an indicator for evaluating handling performance, which refers to the time difference between the moment when the driver gives a steering command and the moment when the vehicle executes the steering command. In some embodiments, the time difference between the moment when the driver controls the steering wheel and the moment when the wheel turns is the response speed.

[0079] In the above technical solution, for a preset type of vehicle, it pays more attention to the driver's experience of the precision of the handling performance. The differences in reaction speed and operating habits between female and male drivers have a greater impact on the handling of the preset type of vehicle. Therefore, the influencing factor of gender accounts for a larger proportion in the demand for the feel of precise control, that is, the first weight is greater than the second weight. Therefore, the method can accurately determine the first weight based on the response speed of the preset type of vehicle in terms of handling performance, and then determine the second weight.

[0080] In some embodiments, the steer-by-wire controller determines the first weight based on the response speed of the vehicle in terms of handling performance, including: the steer-by-wire controller determines the absolute value of the time difference between the response speed and a preset response speed to obtain a target time difference; the steer-by-wire controller determines the ratio of the target time difference to the preset response speed to obtain a deviation amplitude of the response speed relative to the preset response speed; the steer-by-wire controller determines the product of a preset weight and the deviation amplitude to obtain a weight adjustment amount; when the response speed is greater than the preset response speed, the steer-by-wire controller determines the sum of the preset weight and the weight adjustment amount as the first weight; when the response speed is less than or equal to the preset response speed, the steer-by-wire controller determines the preset weight as the first weight.

[0081] It should be understood that in the above scheme, the "preset response speed" refers to the average response speed of multiple sample vehicles in terms of handling performance. The "preset weight" is 0.5.

[0082] In the above technical solution, the method determines the deviation amplitude of the response speed of the vehicle in terms of handling performance relative to the preset response speed, and adjusts the preset weight according to the size relationship between the response speed and the preset response speed, as well as the deviation amplitude, to determine the first weight. Specifically, when the actual response speed is greater than the preset response speed, it indicates that the handling performance of the preset type of vehicle is high. Therefore, the method increases the weight on the basis of the preset weight to obtain the first weight to meet the driver's high demand for the accuracy of the handling performance. When the actual response speed is less than or equal to the preset response speed, the preset weight can be directly determined as the first weight to meet the driver's basic demand for handling performance.

[0083] The second method: Determine through investigation

[0084] In some embodiments, the first weight and the second weight are also related to the proportion of importance of gender and body size in the feel requirements that drivers of different genders believe, and the method for determining the first weight and the second weight includes: the wire steering controller obtains a questionnaire result, and the questionnaire result refers to the survey result of the proportion of importance of gender in the feel requirements that each driver among a first number of female drivers and a second number of male drivers believes; the wire steering controller filters out a target survey result from the questionnaire result, and the target survey result is used to indicate that the third number of female drivers believe that the proportion of importance of gender in the feel requirements is the first proportion, and the fourth number of male drivers believe that the proportion of importance of gender in the feel requirements is the second proportion, and the third number of female drivers The subjective evaluation of the fourth number of male drivers has the largest proportion in the subjective evaluation of the second number of male drivers; the wire-controlled steering controller determines the ratio between the third number and the first number to obtain a first coefficient, and determines the ratio between the fourth number and the second number to obtain a second coefficient; the wire-controlled steering controller determines the product between the first coefficient and the first ratio to obtain a first candidate weight, and determines the product between the second coefficient and the second ratio to obtain a second candidate weight; the wire-controlled steering controller determines the sum of the first candidate weight and the second candidate weight as the first weight; the wire-controlled steering controller determines the difference between the first preset value and the first weight as the second weight.

[0085] It should be understood that the "subjective evaluation of the third number of female drivers accounts for the largest proportion in the subjective evaluation of the first number of female drivers" in the above scheme means that among the first number of female drivers, the vast majority (the third number) of female drivers believe that the importance of gender in the demand for hand feel is the first proportion. Similarly, the "subjective evaluation of the fourth number of male drivers accounts for the largest proportion in the subjective evaluation of the second number of male drivers" in the above scheme means that among the second number of male drivers, the vast majority (the fourth number) of male drivers believe that the importance of gender in the demand for hand feel is the second proportion.

[0086] In some embodiments, the second number is the same as the first number.

[0087] In the above technical solution, the method directly analyzes the survey results of female drivers and male drivers on the importance ratio of gender in the tactile demand, which can effectively and intuitively obtain the influence of gender factors on the tactile demand. Further, in combination with the first number, the second number, the third number and the fourth number, it is possible to determine the proportion of female drivers who believe that the importance ratio of gender in the tactile demand is the first ratio, and the proportion of male drivers who believe that the importance ratio of gender in the tactile demand is the second ratio. Therefore, the method can obtain accurate first weights and second weights through the survey results of drivers of different genders on the importance ratio of gender in the tactile demand.

[0088] The third method: Determined from a physiological perspective

[0089] In some embodiments, the first weight and the second weight are also related to the different demands for force feedback by drivers of different genders when operating the steering wheel. The method for determining the first weight and the second weight includes: the wire-controlled steering controller obtains a target physiological parameter, which is used to indicate a target degree to which the demand for force feedback by female drivers is lower than that of male drivers when operating the steering wheel; the wire-controlled steering controller determines the first weight and the second weight based on the target degree and a first preset value.

[0090] It should be understood that the "target degree" in the above scheme can be represented by a percentage.

[0091] In some embodiments, the steer-by-wire controller determines the first weight and the second weight based on the target degree and the first preset value, including: the steer-by-wire controller determines the first weight and the second weight based on the following formula (1) and formula (2);

[0092] w1+w2=1 (1)

[0093] w2-w1=deg0 (2)

[0094] Among them, w1 is the first weight, w2 is the second weight, deg0 is the target degree, and the first preset value is 1.

[0095] The process of “controlling the electromagnetic relay to be in an energized state” is further described in detail as follows by changing the stiffness of the torsion spring.

[0096] In one possible implementation, the torsion spring is a torsion spring with variable stiffness, and the wire-controlled steering controller controls the electromagnetic relay to be in an energized state, including: when a current driver in the vehicle is different from a historical driver in a previous trip, the wire-controlled steering controller determines a target stiffness to which the torsion spring should be adjusted based on user characteristics of the current driver; the wire-controlled steering controller adjusts the current stiffness of the torsion spring to the target stiffness, and controls the electromagnetic relay to be in an energized state.

[0097] It should be understood that the "variable stiffness torsion spring" in the above solution refers to a torsion spring whose stiffness can be changed during the driving process of the vehicle. The stiffness of the torsion spring can be changed by changing the initial state of the torsion spring by pre-stressing or pre-torquing. In addition, the stiffness of the torsion spring can be dynamically adjusted by using an electronically controlled actuator or solenoid valve.

[0098] In the above technical solution, the method determines the target stiffness of the torsion spring based on the user characteristics of the current driver. In this way, the wire-controlled steering controller can adaptively adjust the current stiffness of the torsion spring in different driving ranges (one driver corresponds to one driving range) based on the user characteristics, and provide the current driver with hand force feedback that meets the hand feeling requirements when the current driver turns the steering wheel. Therefore, this method can not only meet the hand feeling requirements through electromagnetic relays, metal plates and torsion springs, and avoid unexpected dangers caused by the loss of hand feeling when the current driver turns the steering wheel, but also meet the hand feeling requirements of different drivers and enhance the driving experience of different drivers.

[0099] In some embodiments, the variable stiffness torsion spring comprises a double-layer spring or a multi-stage spring.

[0100] In some embodiments, a method for determining that a current driver in a vehicle is different from a historical driver of a previous trip includes: a wire-controlled steering controller obtaining a first image of the current driver through a vehicle-mounted camera, and obtaining a second image of the historical driver through the vehicle-mounted camera; the wire-controlled steering controller compares the first image with the second image, and when the similarity between the first image and the second image is less than a preset similarity, the wire-controlled steering controller determines that the current driver is different from the historical driver.

[0101] It should be understood that the shooting angle and distance of the "vehicle camera" in the above solution when acquiring the current driver are the same as the shooting angle and distance when acquiring the historical driver. In addition, in some embodiments, the preset similarity is 70%.

[0102] In some embodiments, the user characteristics include gender and / or body type grade, and the wire-controlled steering controller determines the target stiffness to which the torsion spring should be adjusted based on the user characteristics of the current driver, including: the wire-controlled steering controller determines a first stiffness based on the gender and a third correspondence, and determines the first stiffness as the target stiffness, and the third correspondence is used to indicate the correspondence between the driver's sample gender and the first sample stiffness to which the torsion spring should be adjusted; or, the wire-controlled steering controller determines a second stiffness based on the body type grade and a fourth correspondence, and determines the second stiffness as the target stiffness, and the fourth correspondence is used to indicate the correspondence between the driver's sample body type grade and the second sample stiffness to which the torsion spring should be adjusted; or, the wire-controlled steering controller performs weighted summation of the first stiffness and the second stiffness based on a third weight and a fourth weight to obtain the target stiffness, the third weight is used to indicate the contribution of the first stiffness when determining the target stiffness, and the fourth weight is used to indicate the contribution of the second stiffness when determining the target stiffness, and the third weight and the fourth weight are related to the vehicle type of the vehicle.

[0103] It should be understood that the "third corresponding relationship" in the above scheme is obtained in advance through multiple tests. For female drivers, in each of the multiple tests, the current stiffness of the torsion spring is adjusted with the corresponding first test stiffness, and the torsion spring is used to provide the driver's hand force when multiple female drivers turn the steering wheel, and each test is scored by the multiple female drivers. At least one third candidate test with a score greater than the second preset score is determined from the multiple tests, and the average value of the corresponding first test stiffness in at least one third candidate test is determined as the first sample stiffness corresponding to the female (sample gender). Among them, the variable in the multiple tests is the first test stiffness. Similarly, the first sample stiffness corresponding to the male (sample gender) is determined in the same manner as above, and then the third corresponding relationship is determined.

[0104] It should also be understood that the "fourth corresponding relationship" in the above scheme is obtained in advance through multiple tests. For multiple drivers of the second body type level, in each of the multiple tests, the current stiffness of the torsion spring is adjusted with the corresponding second test stiffness, and the torsion spring is used to provide the driver's hand force when the multiple drivers turn the steering wheel, and each test is scored by the multiple drivers. The fourth candidate test with the largest total score is determined from the multiple tests, and the corresponding second test stiffness in the fourth candidate test is determined as the second sample stiffness corresponding to the second body type level (sample body type level). Among them, the variable in the multiple tests is the second test stiffness. Similarly, the second sample stiffness corresponding to other sample body type levels is determined in the same manner as above, and then the fourth corresponding relationship is determined.

[0105] It should also be understood that the sum of the "third weight" and the "fourth weight" in the above solution is the first preset value.

[0106] It should also be understood that the process of determining the third weight and the fourth weight is the same as the process of determining the first weight and the second weight in the aforementioned solution, and will not be repeated here.

[0107] In some embodiments, the method 200 further includes: in the event of a failure of the steering column motor, the steer-by-wire controller controls the vehicle display screen to output a reminder message, wherein the reminder message is used to remind the driver that the steering column motor has failed and to remind the driver to drive with caution.

[0108] In some embodiments, after step 201, the method 200 further includes: the wire-controlled steering controller controls a first indicator light in the vehicle to light up, which is used to remind the driver to turn on a function of maintaining hand strength, and the function is realized by an electromagnetic relay on the first steering column, a torsion spring wound on the second steering column, and a metal disk on the torsion spring.

[0109] In some embodiments, the method 200 further includes: after restarting the vehicle, the steer-by-wire controller controls the function of maintaining the driver's hand force to be in an off state.

[0110] Step 202, the wire-controlled steering controller receives the rotation command of the steering wheel, and the first steering column rotates with the rotation of the steering wheel to drive the electromagnetic relay and the attracted metal disk to rotate, and drive the torsion spring to rotate, so that the torsion spring generates a rotational force to provide hand force feedback.

[0111] It should be understood that in the above step 202, the first steering column is connected to the steering wheel, and the electromagnetic relay is connected to the first steering column. After the current driver turns the steering wheel, the first steering column and the electromagnetic relay will rotate with the steering wheel. At this time, the electromagnetic relay is still in the power-on state, and the electromagnet in the electromagnetic relay attracts the metal disk below. Therefore, the electromagnetic relay can drive the attracted metal disk to rotate during the rotation process. A torsion spring is connected below the metal disk, so the rotation of the metal disk can drive the torsion spring to rotate. In this way, the torsion spring generates a rotational force to provide hand force feedback to the driver. Among them, the rotational force refers to the force resisting rotation generated when the torsion spring rotates and tries to return to its original state.

[0112] In some embodiments, the method 200 also includes: when the steering column motor is not faulty, the wire-controlled steering controller obtains the rotation angle and rotation speed of the steering wheel; the wire-controlled steering controller determines the output torque based on the rotation angle and the rotation speed; the wire-controlled steering controller controls the steering column motor to output the output torque to simulate the current driver's feel.

[0113] It should be understood that the "steering column motor is not faulty" in the above solution means that the steering column motor can provide appropriate resistance and feedback when the driver operates the steering wheel. In some embodiments, the steering column motor is not faulty for indicating that when the driver turns the steering wheel (the steering wheel is turned at an angle greater than 0°), the output torque of the steering column motor is greater than 0 N·m.

[0114] Figure 3 It is a schematic diagram of the structure of a device for maintaining the hand strength of a driver provided in an embodiment of the present application.

[0115] For example, Figure 3 As shown, the device is installed in a wire-controlled steering system in a vehicle, the wire-controlled steering system includes a steering wheel and a steering column motor on a first steering column connected to the steering wheel, and the device 300 includes:

[0116] The first steering column 301, the electromagnetic relay 302 on the first steering column 301, the housing 303 of the steering column, the second steering column 304 fixed to the inner wall of the housing 303 of the steering column, the torsion spring 305 wound on the second steering column 304, and the metal disk 306 connected to the torsion spring 305, the electromagnet in the electromagnetic relay 302 is separated from the metal disk 306 when the electromagnetic relay 302 is not powered on;

[0117] The electromagnetic relay 302 is used for:

[0118] In the event of a failure of the steering column motor, the metal disk 306 is attracted by the electromagnet in a powered state;

[0119] When receiving the steering wheel rotation command, the steering wheel and the first steering column 301 rotate together to drive the attracted metal disk 306 to rotate, and drive the torsion spring 305 to rotate, so that the torsion spring 305 generates a rotational force to provide hand force feedback.

[0120] It should be understood that the "first steering column" and "second steering column" in the above device 300 refer to dividing the original steering column into two parts, an upper part and an lower part, and providing a shell (the shell of the steering column) outside the first steering column and the second steering column, the upper part of the steering column is the first steering column, and the lower part of the steering column is the second steering column. One end of the first steering column is connected to the steering wheel, and the other end of the first steering column is connected to the electromagnetic relay. A torsion spring is wound around one end of the second steering column, and the torsion spring is connected to a metal disk. The other end of the second steering column is fixed to the inner wall of the shell of the steering column. When the electromagnetic relay is in an unpowered state, the electromagnet in the electromagnetic relay is separated from the metal disk. For details, please refer to Figure 3When the electromagnetic relay is in the energized state, the electromagnet in the electromagnetic relay is attracted to the metal disk. That is to say, when the electromagnetic relay is in the non-energized state, the electromagnetic relay is at a certain distance from the metal disk, and when the electromagnetic relay is in the energized state, the distance between the electromagnetic relay and the metal disk is 0.

[0121] Figure 4 It is a schematic structural diagram of another device for maintaining the driver's hand strength provided in an embodiment of the present application.

[0122] Exemplarily, the device is installed in a vehicle with a wire-controlled steering system, the wire-controlled steering system comprising a steering wheel, a first steering column connected to the steering wheel, a steering column motor and an electromagnetic relay on the first steering column, a second steering column fixed to the inner wall of a housing of the steering column, and a torsion spring wound on the second steering column, the torsion spring being used to connect a metal disk, and the electromagnet in the electromagnetic relay being separated from the metal disk when the electromagnetic relay is not energized, such as Figure 4 As shown, the device 400 includes:

[0123] A control module 401, used for controlling the electromagnetic relay to be in a powered-on state when the steering column motor fails, so that the electromagnet and the metal disk are attracted when the electromagnetic relay is powered on;

[0124] The receiving module 402 is used to receive the rotation command of the steering wheel. The first steering column rotates with the rotation of the steering wheel to drive the electromagnetic relay and the attracted metal disk to rotate, and drive the torsion spring to rotate, so that the torsion spring generates a rotational force to provide hand force feedback.

[0125] Optionally, the device 400 further includes: a detection module, used to detect the rotation angle of the steering wheel when the steering column motor fails; the control module 401, specifically used to control the electromagnetic relay to be in an energized state when the rotation angle is a preset angle.

[0126] Optionally, the device 400 also includes: a determination module, used to: determine the user characteristics of the current driver in the vehicle, the user characteristics are related to the current driver's tactile requirements when operating the steering wheel; based on the user characteristics, determine the working current of the electromagnetic relay; the control module 401 is specifically used to control the electromagnetic relay to be in an energized state according to the working current.

[0127] Optionally, the user characteristics include gender and / or body size grade, and the determination module is specifically used to: determine a first working current based on the gender and a first corresponding relationship, and determine the first working current as the working current, and the first corresponding relationship is used to indicate the corresponding relationship between the driver's sample gender and the first sample working current of the electromagnetic relay; or, determine a second working current based on the body size grade and a second corresponding relationship, and determine the second working current as the working current, and the second corresponding relationship is used to indicate the corresponding relationship between the driver's sample body size grade and the second sample working current of the electromagnetic relay; or, based on a first weight and a second weight, perform weighted summation on the first working current and the second working current to obtain the working current, the first weight is used to indicate the contribution of the first working current when determining the working current, and the second weight is used to indicate the contribution of the second working current when determining the working current, and the first weight and the second weight are related to the vehicle type of the vehicle.

[0128] Optionally, the determination module is further specifically used to: determine the vehicle type of the vehicle; when the vehicle type is a preset type, determine the first weight based on the response speed of the vehicle in terms of handling performance, and the preset type is used to indicate that the vehicle type focuses on driving handling performance; and determine the difference between the first preset value and the first weight as the second weight.

[0129] Optionally, the torsion spring is a torsion spring with variable stiffness. The determination module is further used to determine the target stiffness to which the torsion spring should be adjusted based on the user characteristics of the current driver when the current driver in the vehicle is different from the historical driver of the previous trip; the control module is further used to adjust the current stiffness of the torsion spring to the target stiffness and control the electromagnetic relay to be in an energized state.

[0130] Optionally, the determination module is further specifically used to: determine whether the steering wheel and the steering column motor are in a target fault state, the target fault state being used to indicate that the steering wheel's rotation angle is greater than a preset angle and the output torque of the steering column motor is a preset torque; determine that the steering column motor has failed when the steering wheel and the steering column motor are in the target fault state; or determine that the steering column motor has failed when the steering wheel and the steering column motor are in the target fault state and the duration of being in the target fault state is greater than a preset duration.

[0131] Figure 5 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application.

[0132] For example, Figure 5As shown, the vehicle 500 includes: a memory 501 and a processor 502, wherein the memory 501 stores an executable program code 503, and the processor 502 is used to call and execute the executable program code 503 to perform a method for maintaining the driver's hand strength.

[0133] Figure 6 It is a schematic diagram of the structure of another vehicle provided in an embodiment of the present application.

[0134] For example, Figure 6 As shown, the vehicle 600 includes the device 300 for maintaining the driver's hand strength.

[0135] In addition, an embodiment of the present application also protects a device, which may include a memory and a processor, wherein the memory stores an executable program code, and the processor is used to call and execute the executable program code to execute a method for maintaining the driver's hand strength provided in an embodiment of the present application.

[0136] In this embodiment, the functional modules of the device can be divided according to the above method example. For example, each functional module can be corresponded, or two or more functions can be integrated into one processing module. The above integrated module can be implemented in the form of hardware. It should be noted that the division of modules in this embodiment is schematic and is only a logical function division. There may be other division methods in actual implementation.

[0137] In the case of dividing each functional module according to each function, the device may also include a control module, a receiving module, a detection module, a determination module, etc. It should be noted that all relevant contents involved in the above method embodiment can be referred to the functional description of the corresponding functional module, which will not be repeated here.

[0138] It should be understood that the device provided in this embodiment is used to execute the above-mentioned method of maintaining the driver's hand strength, and thus can achieve the same effect as the above-mentioned implementation method.

[0139] In the case of an integrated unit, the device may include a processing module and a storage module. When the device is applied to a vehicle, the processing module may be used to control and manage the actions of the vehicle. The storage module may be used to support the vehicle in executing related executable program codes, etc.

[0140] The processing module may be a processor or a controller, which may implement or execute various exemplary logic blocks, modules and circuits shown in conjunction with the disclosure of the present application. The processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc. The storage module may be a memory.

[0141] In addition, the device provided in the embodiments of the present application may specifically be a chip, a component or a module, and the chip may include a connected processor and a memory; wherein the memory is used to store instructions, and when the processor calls and executes the instructions, the chip can execute a method for maintaining the driver's hand strength provided in the above embodiment.

[0142] This embodiment also provides a computer-readable storage medium, in which an executable program code is stored. When the executable program code is run on a computer, the computer executes the above-mentioned related method steps to implement a method for maintaining the driver's hand strength provided in the above embodiment.

[0143] This embodiment also provides a computer program product. When the computer program product is run on a computer, the computer is caused to execute the above-mentioned related steps to implement a method for maintaining the driver's hand strength provided by the above embodiment.

[0144] Among them, the device, computer-readable storage medium, computer program product or chip provided in this embodiment is used to execute the corresponding method provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding method provided above, and will not be repeated here.

[0145] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0146] In the embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic, for example, the division of modules or units is only a logical function division, and there may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0147] The above contents are only specific implementation methods of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A method for maintaining a driver's hand strength, characterized in that: The method is applied to a vehicle with a wire-controlled steering system, wherein the wire-controlled steering system comprises a steering wheel, a first steering column connected to the steering wheel, a steering column motor and an electromagnetic relay on the first steering column, a second steering column fixed to an inner wall of a housing of the steering column, and a torsion spring wound on the second steering column, wherein the torsion spring is used to connect a metal disk, and when the electromagnetic relay is not powered on, the electromagnet in the electromagnetic relay is separated from the metal disk, and the method comprises: In the event of a failure of the steering column motor, the electromagnetic relay is controlled to be in an energized state, and when the electromagnetic relay is energized, the electromagnet is attracted to the metal disk; The first steering column receives a rotation command of the steering wheel, and rotates with the rotation of the steering wheel to drive the electromagnetic relay and the attracted metal disk to rotate, and drives the torsion spring to rotate, so that the torsion spring generates a rotational force to provide hand force feedback.

2. The method according to claim 1, characterized in that When the steering column motor fails, controlling the electromagnetic relay to be powered on includes: In case the steering column motor fails, detecting the rotation angle of the steering wheel; When the rotation angle is a preset angle, the electromagnetic relay is controlled to be in an energized state.

3. The method according to claim 1 or 2, characterized in that: The controlling the electromagnetic relay to be in an energized state comprises: determining a user characteristic of a current driver in the vehicle, the user characteristic being related to a hand feel requirement of the current driver when operating the steering wheel; Based on the user characteristics, determining the operating current of the electromagnetic relay; According to the working current, the electromagnetic relay is controlled to be in an energized state.

4. The method according to claim 3, characterized in that The user characteristics include gender and / or body type, and determining the operating current of the electromagnetic relay based on the user characteristics includes: Based on the gender and a first corresponding relationship, a first operating current is determined, and the first operating current is determined as the operating current, wherein the first corresponding relationship is used to indicate a corresponding relationship between the sample gender of the driver and the first sample operating current of the electromagnetic relay; or, Based on the body size grade and the second corresponding relationship, a second operating current is determined, and the second operating current is determined as the operating current, wherein the second corresponding relationship is used to indicate the corresponding relationship between the sample body size grade of the driver and the second sample operating current of the electromagnetic relay; or, Based on a first weight and a second weight, a weighted sum is performed on the first working current and the second working current to obtain the working current, the first weight is used to indicate the contribution of the first working current when determining the working current, and the second weight is used to indicate the contribution of the second working current when determining the working current, and the first weight and the second weight are related to the vehicle type of the vehicle.

5. The method according to claim 4, characterized in that The method for determining the first weight and the second weight includes: determining a vehicle type of the vehicle; In the case where the vehicle type is a preset type, determining the first weight based on a response speed of the vehicle in terms of handling performance, the preset type being used to indicate that the vehicle type focuses on the handling performance of driving; The difference between the first preset value and the first weight is determined as the second weight.

6. The method according to claim 1, characterized in that The torsion spring is a torsion spring with variable stiffness, and the controlling the electromagnetic relay to be in an energized state includes: determining, in a case where a current driver in the vehicle is different from a historical driver of a previous trip, a target stiffness to which the torsion spring should be adjusted based on a user characteristic of the current driver; The current stiffness of the torsion spring is adjusted to the target stiffness, and the electromagnetic relay is controlled to be in an energized state.

7. The method according to claim 1 or 2, characterized in that: The method for determining whether a steering column motor fails comprises: Determining whether the steering wheel and the steering column motor are in a target fault state, the target fault state being used to indicate that the rotation angle of the steering wheel is greater than a preset angle and the output torque of the steering column motor is a preset torque; In the case where the steering wheel and the steering column motor are in the target fault state, determining that the steering column motor has failed; or, When the steering wheel and the steering column motor are in the target fault state and the duration of being in the target fault state is greater than a preset duration, it is determined that the steering column motor fails.

8. A device for maintaining the driver's hand strength, characterized in that: The device is installed in a wire-controlled steering system in a vehicle, wherein the wire-controlled steering system includes a steering wheel and a steering column motor on a first steering column connected to the steering wheel, and the device includes: The first steering column, an electromagnetic relay on the first steering column, a housing of the steering column, a second steering column fixed to an inner wall of the housing of the steering column, a torsion spring wound on the second steering column, and a metal disk connected to the torsion spring, wherein the electromagnet in the electromagnetic relay is separated from the metal disk when the electromagnetic relay is not powered on; The electromagnetic relay is used for: In the event of a failure of the steering column motor, the metal disk is attracted by the electromagnet in a powered state; When receiving a rotation command of the steering wheel, the steering wheel and the first steering column rotate together to drive the attracted metal disk to rotate, and drive the torsion spring to rotate, so that the torsion spring generates a rotational force to provide hand force feedback.

9. A vehicle, characterized in that: The vehicle comprises: A memory for storing executable program codes; A processor, configured to call and run the executable program code from the memory, so that the vehicle executes the method according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores an executable program code, and when the executable program code is executed, the method according to any one of claims 1 to 7 is implemented.

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